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THE  TRAFFIC  OF    THE" 'SOBWAY 


OF    THE 


Interborcugh  Rapid  Transit  Company 
of  New  York  City. 


SUBMITTED    TO    THE 

PUBLIC  SERVICE  COMMISSION 

f=OR  THE  FIRST  DISTRICT  OF  THE  STATE  OF  NEW  YORK 

BY 

BION  J.  ARNOLD, 

Special     Consulting     Engineer. 


REPORT  No.  6, 

December    31st,   1908. 


PUBLIC  SERVICE  COMMISSION, 

154  NASSAU  STREET, 

NEW  YORK  CITY. 

[Form  2125]  [looo— D '08  (B)] 


'n  7X6  2.  a- 


MARTIN  B.  BROWN 
*  PRESS* 


NEWW'YORK 


LETTER  OF  TRANSMITTAL. 


New  York,  December  31st,  1908. 
Public  Scrz'icc  Coiinnissiou  for  the  First  District  of  the  State  of  Nczu  York,  154  Nassau 
Street,  New  York  City : 

Gentlemen — I  have  the  honor  to  submit  herewith  my  report  upon  "The  Traffic 
of  the  Subway,"  this  being  the  sixth  of  a  series  of  reports  which  I  have  prepared 
for  you  upon  the  present  Subway  of  the  Interborough  Rapid  Transit  Company. 

This  report  contains  the  results  of  studies  of  the  passenger  and  train  movements 
which  have  been  made  from  time  to  time  in  the  preparation  of  the  reports  I  have 
already  submitted  covering  the  safety,  the  comfort  and  the  capacity  of  the  present 
Subway.  Parts  of  this  report  might  have  been  issued  before,  but  it  has  been  thought 
best  not  to  submit  the  traffic  data  used  in  drawing  the  concUisions  reached  in  my 
other  reports  until  they  could  be  combined  into  a  comprehensive  record. 

This  report,  therefore,  shows  a  record  of  the  traffic  in  the  Subway  as  I  found 
it  a  year  ago;  shows  the  results  of  the  improvements  that  have  been  made  during  the 
past  year  and  indicates  the  benefits  that  may  be  expected  if  other  possible  improve- 
ments are  finally  carried  out. 

This  report  also  shows  the  advantages  that  are  being  enjoyed  by  the  citizens  of 
Greater  New  York  as  a  result  of  the  operation  of  the  present  Subway.  To  design, 
build  and  operate  an  expensive  system  of  subsurface  transportation  furnishing  facili- 
ties for  a  1714  miles  continuous  ride  at  high  speed  through  the  heart  of  a  crowded 
city,  and  underneath  a  broad  river,  for  one  five  cent  fare  is  an  accomplishment  which 
appears  more  creditable  as  the  difficulties  of  duplicating  it  become  appreciated. 

The  information  in  this  report  emphasizes  the  fact  that  has  already  been  pointed 
out,— that  one  of  the  most  serious  defects  of  the  present  Subway  is  its  lack  of  over- 
load capacity;  that  is,  its  inability  properly  to  carry  the  peak  load  traffic  which  must 
be  handled  twice  each  business  day.  In  the  building  of  future  Subways  this  defect 
should  be  remedied,  and  in  the  operation  of  the  present  Subway  every  effort  should 
be  made  to  increase  the  carrying  capacity  during  these  rush  hour  periods. 

During  the  past  few  months  the  carrying  capacity  during  rush  hours  of  the  ex- 
press  tracks  of  the   Subway  has  been   increased  about   10%   by   changes  in   the   signal 


()80860 


system,  and  of  the  improvements  that  will  further  increase  this  capacity  there  still 
remain  to  be  carried  out  the  following: 

I. — Additional  doors  in  each  side  of  each  car.  (Now  being  installed  on  experimen- 
tal trains.) 

2. — Speed  control  signals  at  the  approach  to  each  express  station.  (Now  being 
developed  and  in  operation  at  one  point.) 

3. — The  elimination  of  the  96th  Street  crossover  and  the  introduction  of  reservoir 
tracks  at  this  point.     (Now  under  construction.) 

4. — The  running  of  all  express  trains  to  Brooklyn  by  providing  a  shuttle  train  ser- 
vice between  Bowling  Green  and  South  Ferry.  (Necessary  changes  to  accomplish 
this  now  under  construction.) 

5. — The  adding  of  an  additional  car  to  each  express  train  during  the  rush  hour 
periods. 

6. — The  adoption  of  an  automatic  coupler  so  that  trains  can  be  quickly  made  up 
and  broken  up  at  intermediate  points  to  save  dead  car  mileage. 

Much  has  been  said  in  regard  to  furnishing  "a  seat  for  every  passenger."  With 
the  present  Subway  there  are  more  seat  miles  operated  each  day  than  there  are  pas- 
senger miles  traveled,  and  therefore,  if  the  passenger  movement  could  be  made  to 
coincide  with  the  seat  movement,  there  would  be  a  seat  for  every  passenger  and 
some  seats  to  spare.  However,  as  the  passengers  cannot  be  expected  to  travel  to  fit 
the  convenience  of  railroad  operations,  unremitting  efforts  should  be  made  to  move 
the  seats  coincident  with  the  passenger  movement.  In  adopting  a  method  of  regula- 
tion for  the  future  car  movement  of  the  present  Subway  upon  a  basis  which  will  not 
be  unjust  to  the  Subway  company,  my  recommendation  is  to  divide  the  probable  num- 
ber of  passengers  by  a  constant  determined  as  shown  in  the  report,  in  order  to 
establish  the  number  of  car  miles  that  should  be  run,  and  then  prepare  a  schedule 
calling  for  thi^  number  of  car  miles  so  distributed  as  to  carry  the  greatest  number 
of  seated  passengers. 

Respectfully  submitted, 

(Signed)  BION    J.    ARNOLD,    Consulting  Engineer. 


THE  TRAFFIC  OF  THE  SUBWAY  OF  THE  INTER- 
BOROUGH   RAPID  TRANSIT  COMPANY 
OF   NEW  YORK   CITY. 


The  system  of  transportation  which  is  popularly  known  as  the  New  York  Subway 
is  a  rapid  transit  railroad  in  the  Boroughs  of  Manhattan  and  The  Bronx  with  a  re- 
cently opened  extension  to  the  Borough  of  Brooklyn.  Fully  75%  of  this  road  has 
been  built  beneath  the  surface,  where  its  operation  is  not  interfered  with  by  the  con- 
gested street  traffic  and  its  technical  success  during  the  three  years  a  large  part  of  it  has 
been  running  demonstrates  the  practicability  and  desirability  of  a  subsurface  system  of 
transportation  under  the  conditions  existing  in  New  York  City. 

Location.     , 

Plate  I,  showing  the  location  and  configuration  of  the  routes,  indicates  that  the 
part  of  the  line  serving  Manhattan  and  The  Bronx  roughly  resembles  the  letter  "Y," 
the  base  of  which  is  located  at  the  southern  extremity  of  Manhattan  Island.  The 
branching  occurs  at  103d  Street  and  Broadway ;  the  end  of  the  westerly  branch  being 
at  242d  Street  near  Van  Cortlandt  Park,  and  the  end  of  the  easterly  branch  at  i8oth 
Street  and  West  Farms  Road  near  Bronx  Park.  The  Brooklyn  division  extends  under 
the  East  River  at  nearly  right  angles  to  the  stem  of  the  "Y"  serving  lower  Manhattan 
and  ends  at  the  intersection  of  Flatbush  Avenue  and  Atlantic  Avenue,  Brooklyn,  con- 
venient to  the  terminal  station  of  the  Long  Island  Railroad. 

In  general  the  districts  served  by  the  Subway  may  be  classified  as  follows: 

I. — Brooklyn  Terminal  at  Flatbush  Station  of  Long  Island  Railroad. 

2. — Business  and  Civic  Center  of  Brooklyn. 

3. — Ferry  connections  at  South  Ferry  Station. 

4. — Business  District  in  the  vicinity  of  Wall  Street. 

5. — Brooklyn  Bridge  Terminal  and  City  Hall. 

6. — Shopping  Districts  at  14th  Street  and  23rd  Street. 

7. — New  Yark  Central  and  Suburban  train  connections  at  Grand  Central  Station. 

8. — Theatre  District  at  Times  Square. 

9. — Residence  District,  upper  Manhattan  and  Harlem. 

10. — Van  Cortlandt  Park. 

II. — Residence  District,  The  Bronx. 

12. — Bronx  Park. 

To  serve  the  demand  for  transportation  by  means  of  the  Subway,  a  combination 
of   local  and  express  service    has  been  provided  whereby  the    local  service  in  addition   to 


carrj-ing  passengers  fronv  one  local  station  to  another  local  station  acts  also  in  a  col- 
lecting and  distributing  capacity  for  certain  points  along  the  route,  between  which 
points  a  more  rapid  transit  can  be  obtained  by  means  of  the  express  service.  This 
transfer  privilege  is  one  of  the  distinguishing  features  of  the  New  York  Subway. 
To  carry  out  this  idea,  that  nortion  of  the  system  represented  by  the 
sten:  of  the  "Y"  is  operated  for  the  most  part  as  a  four-track  road,  the  two 
inner  tracks  being  operated  as  express  tracks,  tlic  two  outside  tracks  carrying  the 
local  service.  An  extension  of  this  idea  has  been  put  in  operation  on  the  westerly 
branch  of  the  system,  whereby  an  express  service  in  a  downtown  direction  in  the 
morning,  and  in  an  uptown  direction  in  the  evening  is  obtained.  This  is  accomplished 
by  using  a  third  track  between  137th  Street  and  96th  Street  during  the  morning  and 
evening  rush  hours  for  an  express  service  in  the  manner  just  indicated.  The  points 
or  stations  between  which  express  service  is  given  arc  Brooklyn  Bridge,  14th  Street, 
Grand  Central  station,  72nd  Street  and  96th  Street,  and  in  addition  at  137th  Street 
as  noted  above. 

Plate  II  shows  the  relative  distance  between  stations  and  the  disposition  of  the 
tracks  in  detail.  From  the  Brooklyn  Bridge  station  to  96th  Street  station  the  line 
is  four-tracked.  On  the  Broadway  branch  (including  103rd  Street  station)  there  are 
three  tracks  to  145th  Street,  then  two  tracks  to  Dyckman  Street,  then  three  tracks 
again  to  Bailey  Avenue.  On  the  Bronx  Park  or  Lenox  branch  there  are  two  tracks 
to  Brook  Avenue,  and  from  that  point  to  Bronx  Park  (180th  Street)  there  arc  three 
tracks.  On  the  Lenox  Avenue  spur  to  148th  Street  there  are  two  tracks;  on  the 
City  Hall  loop,  one  track;  on  the  Battery  Park  loop  two  tracks.  The  Brooklyn 
extension  is  a  two  track  line  through  separate  tubes  under  the  East  River  to  Borough 
Hall  and  practically  a  four-track  line  between  Borough  Hall  and  Atlantic  Avenue. 
Liberal  provision  has  been  made  in  planning  the  line  between  Borough  Hall  and  the 
end  of  the  Brooklyn  extension  to  take  care  of  future  extensions  and  connections. 

In  IManhattan  there  is  a  storage  yard  under  Broadway  between  137th  Street  and 
145th  Street  on  the  Fort  George  branch,  another  on  the  surface  at  the  end  of  the 
Lenox  Avenue  spur,  Lenox  Avenue  and  148th  Street,  and  a  third  on  an  elevated 
structure  in  The  Bronx  at  Boston  Road  and  I78tli  Street.  There  is  a  repair  shop 
and  inspection  shed  on  the  surface  adjoining  the  Lenox  Avenue  spur  at  Harlem 
River,  near  148th  Street,  and  an  insocction  shed  at  the  storage  yard  at  Boston  Road 
and  178th  Street. 

Length  of  Line. 

The  following  table  shows  the  shortest  distance  by  way  of  the  Subway  lines 
between  Brooklyn  Bridge  and  96th  Street;  between  Brooklyn  Bridge  and  242nd  Street, 
Broadway  line;  between  Brooklyn  Bridge  and  180th  Street  on  the  Lenox  Line,  and 
from  Brooklyn  Bridge  to  Atlantic  Avenue  on  the  Brooklyn  extension.  The  total 
length  of  the  Subway  system  is  25.8  miles. 


Table  I. 
Length  of  Road,  Conparcd  zvith  Shortest  Distance. 

Straight 
Subway.  Line. 

Brooklyn  Bridge  to  96th    Street 6.43  miles  5.84  miles 

Brooklyn  Bridge  to  242nd   Street I4-I7      "  13-32 

Brooklyn  Bridge  to  137th    Street 8. 55       "  7.87 

Brooklyn  Bridge  to  180th  Street 13.46      "  11.08 

Brooklyn  Bridge  to  i4Sth   Street 9. 45       "  8.18 

Brooklyn  Bridge  to  Atlantic  Avenue 3.25       "  2.43 

This  table  shows  the  shortest  distance  in  miles  from  Brooklyn  Bridge  to  these 
same  points,  and  therefore  indicates  the  extent  of  the  diversion  of  the  Subway  from  a 
straight  line. 

If  the  Subway  had  been  built  down  Broadway  from  the  Times  Square  Building 
to  14th  Street  instead  of  being  diverted  down  42nd  Street  to  pass  by  the  Grand 
Central  Station,  about  ^s  of  a  mile  would  have  been  saved  in  the  length  of  the  line 
from  Brooklyn  Bridge  to  upper  Manhattan. 

On  the  other  hand,  if  the  Lenox  branch  could  have  made  connection  directly  with 
the  Subway  at  the  Grand  Central  Station  instead  of  being  carried  west  to  Broadway, 
all  of  the  Lenox  passengers  would  have  saved  nearly  one  mile's  travel  each  way  be- 
tween Brooklyn  Bridge  and  The  Bronx. 

In  addition  to  the  larger  diversions  of  the  road,  there  are  many  small  curves 
which  not  only  add  to  the  length  of  the.  line  but  also  reduce  the  possible  speed  that 
could  be  economically  maintained.  Fully  25%  of  the  total  length  of  line  is  upon 
curves,  the  least  radius  of  curvature  being  147  feet.  Upon  the  approaches  to  the 
tunnels  under  the  Harlem  River  and  East  River  there  are  grades  of  3%  and  this  is  the 
maximum  grade  to  be  found  in  the  Subway. 

The  longest  continuous  ride  in  the  Subway  without  change  of  routes  is  from 
Atlantic  Avenue  in  Brooklyn  to  242nd  Street — a  distance  of  17.5  miles.  The  longest 
continuous  ride  on  the  Manhattan  elevated  system  is  one  of  14.6  miles  on  the  Third 
Avenue  Elevated  line  and  the  longest  contintious  ride  without  transfers  on  the  surface 
lines  is  12.3  miles  on  the  Third  Avenue  line  from  the  Post  Office  to  Fort  George. 


Variations  in  Yearly  Traffic. 
In  order  that  a  comprehensive  idea  of  the  magnitude  and  growth  of  the  passenger 
traffic  of  the   Subway  may  be  obtained,  the  data  of  Table  II,   shown  graphically  in 
Figure  I,  may  be  studied  to  advantage. 

Table  II. 
Comparative  Passenger  Traffic  by  Years. 

Tickets 
Period.  Sold. 

*Oct.  27,  1904,  to  Dec.  31,  1904 16,241,869 

Tan.  I,  1905,  to  Dec.  31,  1905 116,209,313 

Jan.  I,  1906,  to  Dec.  31,  1906 I49>778,370 

Jan.  I,  1907,  to  Dec.  31,  1907 182,559,990 

Jan.  I,  1908,  to  Dec.  31,  1908 220,991,212 

*  The  date  the  Subway  was  opened  to  traffic. 


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I  FIGURE  2. 

Comparative  Passenger  Traffic  by   Months. 

Subway   and   Manhattan   Elevated  Roads. 

The  subway  traffic  has  been  steadily  increasing.     This  diagram  shows  the  comparative   falling  off 
of  patronage  during  the  summer  months  of  the  Elevated  and  the  Subway  lines. 


lO 

Traffic  By  Stations. 

The  yearly  ticket  sales  for  the  years  1906  and  1907  at  the  different  stations  are 

shown  by  Figure  3,  the  lightly  shaded   sections  showing  the   sales   for   1906  and  the 

black   sections   representing  the   increase   in   sales    during   the   year    1907,   tlic   distance 

from  the  base  line  to  the  top  of  the  black  sections  thus   representing  the  sales   for 

1907.  This  diagram  represents  at  once  therefore  not  only  the  relative  ticket  sales  at 
the  various,  stations  but  also  shows  the  stations  at  which  the  business  is  increasing 
the  fastest;  for  instance,  it  will  be  noted  that  the  business  at  the  Times  Square 
station  is  increasing  more  rapidly  than  the  business  at  the  Grand  Central  Station, 
making  it  probable  that  the  Times  Square  station  may  soon  handle  as  many  pay 
passengers  as  those  who  nozu  purchase  tickets  at  the  Grand  Central  Station. 

To  show  the  geographical  distribution  of  the  Subway  patrons,  the  relative  ticket 
sales  at  various  stations  have  been  shown  by  means  of  circles  upon  the  map,  Plate  II. 
This  map  indicates  at  once  that  the  Lenox  branch  is  much  better  patronized  than 
the  Broadway  line  and  attention  is  at  once  attracted  to  the  fact  that  the  stations  at 
the  out-lying  ends  of  both  branches  show  comparatively  the  least  number  of  ticket 
sales. 

The  opening  of  the  Brooklyn  extension  to  Borough  Hall  station  on  January  ist, 

1908,  and  to  Atlantic  Avenue  on  May  ist,  1908,  has  decreased  the  number  of  ticket 
sales  sold  at  the  Brooklyn  Bridge  station  by  over  20%  and  at  the  same  time  has 
increased  considerably  the  ticket  sales  at  Bowling  Green,  Wall  Street  and  Fulton 
Street.  From  present  appearances  the  ticket  sales  during  the  year  1908  will  be  about 
3,500,000  at  Bowling  Green,  10,000,000  at  Fulton  Street  and  7,000,000  at  Wall  Street  and 
these  figures  have  been  shown  by  the  dotted  circles  at  the  respective  stations  in 
Plate  II.  The  total  increase  in  ticket  sales  at  these  three  stations  will  show  an 
increase  of  approximately  5,000.000  tickets  during  1908  which  will  offset  the  falling  off 
of  ticket  sales  at  Brooklyn  Bridge.  As  a  result  the  entire  ticket  sales  on  the  Brook- 
lyn side  of  the  tubes  under  the  East  river  may  be  taken  as  the  measure  of  the  in- 
fluence of  the  Brooklyn  extension  on  the  earning  power  of  the  Subway.  As  near 
as  the  earnings  can  be  estimated  at  present  the  ticket  sales  at  the  various  Brooklyn 
stations  after  May  ist,  1908,  will  be  at  about  the  following  rates  per  year: 

Borough   Hall    7,500,000 

Atlantic   Avenue    9,500,000 

Nevins   Street    2,500,000 

Hoyt  Street   2,500,000 

— or  a  total  for  the  Brooklyn  extension  of  22,000,000  passengers  per  year.  The 
passenger  traffic  to  and  from  Brooklyn  is  a  fortunate  addition  to  the  Subway  business 
as  a  large  portion  of  the  Brooklyn  passengers  ride  a  comparatively  short  distance  and 
in  a  direction  opposite  to  the  Manhattan  load  tending  to  use  more  effectively  the 
return  cars  and  thus  cut  down  the  proportion  of  empty  seats. 


II 


??500  OOO 


eioooooo 


I  95000  OO 


leoooooo 


I6500000 


1 5000000 


(0  I350O0OO 

u 

O  i?oooooo 
F 

IL 

0  I0500000 

ec 

lu 

^     9000000 

o 
z: 

7SOOOOO 


6OOOOO0 


/1500000 


This  diagram 
the  "West  Farms 
districts. 


FIGURE  3 


Yearly   Ticket  Sales   ,'i.v   Stations   by    Years. 

=ho\vs  grar.hically  the   relative  patronajJe   from   llie  stations  on  the   "Broadway"  and 
branches    and    indicates    the    small    amount    of    patronage    served    in    the    outlying 


12 

Monthly  Variations  in  Traffic. 

Figure  4  shows  the  variation  of  ticket  sales  from  month  to  month,  which  sales 
may,  for  the  purpose  of  this  report  be  taken  as  a  measure  of  the  passenger  travel  for 
the  periods  in  question.  The  curves  show  a  characteristic  variation  throughout  the 
year,  the  lowest  values  occurring  during  July  and  August  of  each  year  and  the  highest 
during  December. 

Table  V  shows  the  percentage  relation  of  the  lowest  and  highest  monthly  values 
to  the  average  monthly  value  for  the  corresponding  year,  and  the  ratio  each  year  be- 
tween the  maximum  month  and  the  minimum  month.  It  will  be  noticed  that  this 
latter  ratio  is  decreasing;  that  is,  that  the  falling  off  in  patronage  during  the  summer 
months  is  less  evidenced  each  year. 

Table  V. 
Showing  comparison  of   number  of  passengers   during  month   of  heaviest   travel 
and  month  of  lightest  travel  with  average  travel : 


Year 


Monthly 
average 


Lowest 
month 


Percentage 

of  monthly 

avera.yc 


Highest 

monlh 


Percentage 

of  monthly 

average 


Ratio  of 
maximum 
month  to 
minimnm 
month 


1905 9,684,109 

1906 12,481,530 

1907 15,202,000 


6,070,908 
8.555. 795 
1 1,550,000 


62.77« 
68.67% 
76.      % 


13.704.570 
15,609.516 

I  7.7iO.00O 


141.5  Vo 

125.1% 

1 16. 8% 


2.2s 
1.82 

1.58 


Figure  2  shows  the  number  of  tickets  sold  each  month  during  1907  and  1908  in 
the  Subway  system  and  also  on  each  of  the  four  Manhattan  Elevated  lines  for  the 
corresponding  months.  This  diagram  indicates  plainly  that  the  decrease  in  the  traffic 
of  the  Subway  during  the  summer  months  is  much  more  marked  than  the  decrease  in 
patronage  of  the  elevated  roads  during  the  same  time.  Some  of  the  patrons  of  the 
Subwa}^  leave  the  city  for  the  summer  months  while  many  other  passengers  who  regu- 
larly ride  in  the  Subway  prefer  the  elevated  and  surface  cars  during  the  summer. 
While  the  Subway  does  not  get  its  proportion  of  passengers  during  the  summer 
months  it  more  than  makes  up  this  loss  in  the  winter  months  when  riding  in  the  Sub- 
wav  is  more  comfortable  than  in  the  surface  or  elevated  cars. 


Daily  V.vriation  in  Traffic. 
Information  with  regard  to  the  daily  variation  in  trafific  has  not  been  shown  as  the 
ticket  sales  cannot  be  considered  a  measure  of  the  number  of  passengers  carried,  since 
many  persons  acquire  a  small  stock  of  tickets  for  convenience,  thus  apparently  in- 
creasing the  day's  traffic.  The  effect  of  such  practice  on  the  apparent  volume  of 
traffic  when  considering  periods  of  more  than  a  day,  however,  is  minimized  to  such  an 
extent  that  it  can  be  neglected.  As  a  matter  of  general  o])servation,  it  may  be  stated 
that  the  lightest  traffic  occurs  on  Sunday  and  the  heaviest  on  Monday,  the  latter  being 
due  to  the  travel  of  shoppers  attracted  by  the  advertising  in  the  Sunday  papers. 


13 


2  2.0  00.000 


eo.ooo.ooo 


I  e.o  00,000 


I  6,000,000 


M.000.000 


49a€- 


_j     12.000.000 
0 
(0 

h 

y        10,000,000 

0 


laasl 


Q  8.000.000 

OH 

u 

(0 
D 


<       E       ^ 


FIGURE  4. 
Ticket  Sales  by  Months  for  Years   1904  to  ic 


14 

At  the  present  time  the  Subway  is  carrying  from  650,000  to  750,000  passengers  per 
day.  At  the  time  of  writing  this  report  the  heaviest  record  of  ticket  sales  for  one  day 
was  886,000  on  Monda\',  December  21,  1908. 

Upon  Sunday  the  traffic  fluctuates  between  350,000  and  450,000  passengers  per  day 
except  in  bad  weather. 

Daily  Schedules. 

Upon  ordinary  week  days  the  cars  and  trains  are  run  upon  pre-determined  sched- 
ules. These  schedules,  as  at  present  operated,  dispatch  the  cars  from  five  different 
points  and  the  following  table  shows  these  routes  together  witli  the  length  of  each 
route,  the  number  of  cars  each  way  each  day  from  each  terminal,  and  the  total  length 
of  time  required  to  make  a  trip  in  one  direction  from  one  end  of  the  route  to  the 

other. 

TABLE    VI. 

Details  of  Train  Schedules. 


Broadway  I-ines — 

Local  from  137th  Street  to  Brooklyn  Bridge.... 

Local-Express  from  242d  Street  to  South  Ferry.. 

.     Local-Express    from    Dyckman    Street    to    South 

Ferry 

Lenox  Avenue  Line — 

Local   from    145th  .Street  to  Brooklyn  Bridge.... 
Local-E.xpress  from  i8oth  Street  to  Atlantic  Ave- 
nue,   Brooklyn    17-52 


Minimum 

Total 

Length 

Cars  each 

number  of 

time  to 

of  route 

wav  each 

cars  to 

run  one 

in  miles 

dav 

maintain 

way, 

schedule 

minutes 

8.55 

Q54. 

90 

.3.3 

15.16 

840 

104 

47 

12.68 

741 

96 

38 

9-45 

1,020 

125 

37 

17-52 

1,726 

278 

50 

The  running  or  schedule  time  of  the  trains  upon  the  various  routes  is  shown  by 
Table  VII.  These  time  cards  only  show  the  time  for  four  routes,  as  the  Dyckman 
Street  Broadway  express  uses  the  same  time  card  as  the  express  leaving  242nd  Street 
with  the  exception  of  the  Sy^  minute  interval  required  to  run  from  242nd  Street  to 
Dvckman  Street. 


TABLE    VII. 
Time  Cards. 


From 


To 


Time 


Broadway — 
Local . . . 


137th  St. 

96th  St. 

7      minute- 

96th  St. 

72nd  St. 

4^       " 

72nd  St. 

Grand  Central 

7 

(jrand  Central 

14th  St. 

6 

14th  St. 

Brooklyn  Bridge 

8/,        " 

15 


From 


To 


Time 


Broadway — 

Local-Expresses. 


Lenox  Avenue — 
Local 


Lenox  Avenue — 

Local-Expresses. 


242nd  St. 

Dyckman  St. 

96th  St. 

72nd  St. 

Grand  Central 

14th  St. 

Brooklyn  Bridge 

Dyckman  Street 

96th  St. 

72nd  St. 

Gran4  Central 

14th  St. 

Brooklyn  Bridge 

South  Ferry 

8]/2  minutes 

3 

5 

4           " 

4 

5 

47 

145th  St. 
■     96th  St. 

96th  St. 
Brooklyn  Bridge 

II            " 

26 

37 

180th  St. 

96th  St. 

Brooklyn  Bridge 

96th  St. 
Brooklyn  Bridge 
Flatbush  Avenue 

23            " 

16 

11            " 

Actual  Time  as  Compared  with  Schedule  Time. 

Many  observations  have  been  taken  of  the  time  actually  required  by  the  trains 
to  make  the  various  runs  in  regular  service.  Under  normal  conditions  and  in  non- 
rush  hours,  the  trains  are  generally  on  time  showing  that  the  time  cards  are  not 
unreasonable.  At  the  beginning  of  the  rush  hours,  the  trains  keep  up  to  their  schedule 
■satisfactorily,  indicating  that  even  with  heavy  loads  the  motors  are  sufficiently  large 
to  maintain  the  speed  that  is  necessary  to  make  the  trips  on  time. 

As  soon,  however,  as  the  rush  starts  in,  the  trains  are  held  longer  at  the  plat- 
forms, the  delays  begin  to  accumulate  and  a  general  congestion  of  train  movement 
spreads  along  the  line,  particularly  in  that  part  of  the  system  between  96th  Street 
and  Brooklyn  Bridge.  The  individual  causes  for  the  various  delays-  to  which  the 
trains  are  subjected  during  rush  hours  have  been  pointed  out  in  detail  in  other  reports. 
■One  record  of  the  effect  of  these  delays  on  the  train  schedule  is  shown  graphically 
by  Figure  5  in  which  the  ."schedule  time  is  shown  in  comparison  with  the  actual 
time  of  several  north  bound  express  trains  running  between  Brooklyn  Bridge  and 
96th  Street. 

The  distance  between  these  two  stations  is  6.43  miles  and  the  regular  running 
time  from  a  start  at  Brooklyn  Bridge  to  and  including  a  stop  at  96th  street  is  16 
minutes.  This  results  in  a  schedule  of  speed  of  24  miles  per  hour  if  a  40-second  station 
wait  at  96th  Street  is  included  and  25  miles  per  hour  if  the  time  is  counted  from  the 
time  the  train  begins  to  leave  the  Brooklyn  Bridge  platforms  until  it  comes  to  rest 
at  the  96th  Street  station. 

The  prolonged  station  waits  at  the  express  stations,  particularly  at  Grand  Central 
station,  however,  and  the  delays  due  to  the  cross  over  at  96th  Street,  during  rush 
•hours    and    the    consequent    congestion    due    to    the    signal    system     cause    constant 


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FIGURE  s. 

DiAGHAM    OF     KCSH    IIoiJR    SCIIEDUL,'!     (EXPRESS     RUNS). 

S/ioM'!"g   Actxtal  Time  Compared  u'ith   Time   Table. 

Solid   lines   show    actual   running    times   as   found    from    tests   made    December    i8,    1907.      Broken 
line  shows  running  time  as  per  time  table. 


1/ 

delays  which  rapidly  accumulate  until  the  actual  running  time  from  Brooklyn 
Bridge  to  g6th  Street  sometimes  amounts  to  21  minutes  as  shown  by  the 
diagram.  The  average  speed  of  these  delayed  express  trains  is  thus  cut  from 
25  miles  per  hour  to  18  miles  and  less  per  hour  just  at  a  time  when  the  delays  affect 
comparatively  the  greatest  number  of  passengers. 

Recent  observations  show  that  the  improvements  whicli  have  been  made  in  the 
signal  system  have  removed  some  of  the  causes  for  delay,  and  that  the  express  trains 
are  often  moved  during  rush  hours  between  Brooklyn  Bridge  and  96th  Street  at  an 
average  speed  of  21  miles  per  hour,  corresponding  to  a  delay  of  about  2'j  minutes 
behind  schedule  time,  instead  of  a  delay  of  5  minutes  as  indicated  above. 

At  the  same  time  the  express  trains  are  being  delayed  a  corresponding  delay 
is  taking  place  as  a  rule  in  the  local  service.  The  running  time  for  the  local  trains 
between  Brooklyn  Bridge  and  96th  Street  is  26  minutes,  corresponding  to  an  average 
speed  of  nearly  15  miles  per  hour.  This  run,  however,  during  rush  hours  usually 
requires  from  28  to  30  minutes,  thus  cutting  down  the  average  speed  of  the  local 
trains  to  about  13  miles  per  hour,  except  during  non-rush  hours  when  the  schedule 
is  ordinarilj^  maintained.  The  delays  in  the  local  service  are  due  primarily  to  the 
prolonged  station  waits  at  the  transfer  stations. 

Graphical  Record  of  Train  Movements. 

The  trains  are  started  from  the  various  termini  upon  headways  which  vary  from 
time  to  time  during  the  day,  and  the  number  of  cars  constituting  each  train  also 
changes  once  or  twice  during  the  day,  an  effort  being  made  by  these  changes 
to  reduce  the  number  of  cars  operated  over  the  line  as  the  passenger  traffic 
falls  off  during  the  non-rush  hours  and  to  send  as  many  cars  over  each  route  as 
the  capacity  of  the  Subway  will  admit  during  the   rush  hour  periods. 

Since  I  have  been  making  a  study  of  the  Subway  four  different  schedules  have 
been  in  operation ;  it  having  been  necessary-  to  change  the  schedule  which  was  in  opera- 
tion during  the  Winter  of  1907  to  a  new  schedule  upon  the  occasion  of  the  opening  of 
the  Brooklyn  extension  to  Borough  Hall  on  January  loth,  1908,  and  again  the 
schedule  was  changed  when  the  Brooklyn  extension  was  opened  to  Atlantic  Avenue 
on  May  ist,  1908.     The  last  schedule  was  put  in  operation  December  i,  1908. 

Three  schedules  have  been  plotted  graphically  as  shown  in  Figures  10  to  14 
inclusive.     Each  of  these  diagrams  shows  : 

1st — The  number  of  cars  in  each   train ; 

2nd — The  headway  in  minutes  between  trains  at  different  times  of  the  day; 

3rd — Resulting  cars  per  minute  leaving  any  given  terminal. 

The  results  of  the  first  schedule  have  been  indicated  upon  the  charts  by  a  heavy 
line,  the  results  of  the  second  schedule  having  been  shown  by  a  line  shaded  in  one 
direction,  and  the  results  of  the  last  schedule  indicated  by  a  light  line  shaded  in 
another  direction,  as  shown  by  the  key. 


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FIGURE  6. 

Graphical  Record  of  Daily  Schedule. 

Broadway  Local  Line  from  izyth  Street  to  Brooklyn  Bridge. 

These  charts  indicate  that  very  little  change  was  made  in  the  operation  of  the  137th  Street  local 

trains.     The  last  two   schedules  call  for  the  5-car  trains  to  be  continued   untfl   8:10   p.   m.,  whereas 

the  first  schedule  reduced  the  length  of   trains   from    5   cars  to   3   cars   about   ; :  00   i>.   m. 


19 


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FIGURE  7. 
Graphical  Record  of  Daily  Schedule. 
Broadway  Local  'Express  from  230th  Street  to  South  Ferry. 
It  will  be  noted  that  the  schedule  put  in  operation   on   May    ist  increased  the   headway   of  the 
trains  leaving  230th  Street  between  5:00  a.  m.   and   6:15   a.   m.   from  6  minutes  to  8  minutes.     Other- 
wise the  two  last  schedules  are  practically  the  same. 


20 


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FIGURE  S 

CiRAPHicAL  Record  of  Daily  Schf.dvle. 

Broadway    Local   Express    from    Dychman    Street    to    South    Ferry    and    to    Atlantic    Avenue    During 

Rush   Hours. 

It  will  be  noted  that  the  Dyckman  Street  express  trains  tlo  not  start  in  until  6:05  a.  ni.  and 
that  a  number  of  IJyckman  Street  trains  were  cut  alT  when  the  Brooklyn  extension  was  ojien  to 
Atlantic  Avenue  on  May  1st,  igtiH,  at  which  time  the  Dyckman  Street  trains  were  run  through  the 
Brooklyn  tubes   instead  of  around   the   South   Ferry  loop  as  previously. 


21 


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FIGURE  9. 

Graphicai.  Rlcord  of  Daily  Schedule. 

Lenox   Avenue   Local   Trains   from    i45'/j    Street   to   Brooklyn    Bridge. 

Very  few  changes  have  been  made  in  the  operation  of  the  145th  Street  locals,  the  three  schedules 
being  similar. 

It  will  be  noted  that  the  schedules  call  for  a  tliree-minute  headway  during  both  the  morning  and 
the  evening  rush  hours  and  that  this  headway  is  scheduled  for  nearly  an  hour  in  the  morning  but 
for  much  less  time  during  the  evening  rush  hour. 


22 


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FIGURE  10. 

Graphical  Record  of  Daily  Schedule. 

Lenox  Avenue  Local  Express  Train  from   iSoth  Street  to  Flatbush  Avenue. 

It  will  be  noted  that  this  schedule  calls  for  three-mitiute  headway  or  twenty  trains  per  hour 
during  tlic  rush  hour  periods  and  that  the  theatre  rush  was  recognized  by  sending  out  a  number  of 
additional  trains  between   10:30  p.   m.  and   11:30  p.  in. 

The  schedule  put  in  operation  on  May  ist  at  the  time  the  Dyckman  Street-Broadway  trains  were 
first  sent  through  the  Brooklyn  tubes  shows  that  a  number  of  the  Lenox  Avenue  express  trains  were 
taken  out  of  service  particularly  between  9:15  a.  m.  and   io:jo  a.  m. 


Study  of  Passenger  Movement  on  Individual  Trains. 

Observers  were  placed  on  dififerent  trains  during  various  days  and  in  the  rush 
hour  periods  to  count  the  passengers  getting  on  and  off  at  the  various  stations  in  order 
to  determine 

a — Location  and  extent  of  the  standing  load; 

b — Average  length  of  travel  of  passengers  on  the  express  and  the  local  trains  ; 

c — Relative  carrying  efficiency  of  the  express  and  the  local  trains ; 

d — Distribution  of  passengers  throughout  the  different  cars  of  the  trains. 

The  trains  chosen  for  these  observations  were  8  local  trains  during  various  days 
in  February  and  March,  igo8,  and  lo  express  trains  during  January  and  February, 
1908.  Subsequently  when  the  Subway  system  was  extended  to  242d  Street  and  the 
Brooklyn  extension  was  opened  to  Atlantic  Avenue,  observations  were  made  on  6  ad- 
ditional express  trains  in  order  to  measure  the  influence  of  the  fall  traffic  and  the 
longer  runs  due  to  the  two  extensions  upon  the  averages  already  obtained. 

The  results  of  the  detailed  observations  have  been  plotted  and  shown  in  Figures 
II  to  39  inclusive. 

To  each  diagram  has  been  appended  a  description  showing  the  number  of  pas- 
sengers boarding  the  train,  the  greatest  number  on  the  train  at  any  one  time,  the  time 
lost  between  Brooklyn  Bridge  and  96th  Street  and  the  average  length  of  passenger 
travel.  Attention  is  also  called  to  the  characteristics  of  the  passenger  movement 
in  each  case. 

The  information  in  regard  to  the  trains  which  were  observed  during  January, 
February  and  March,  1908,  is  shown  by  Table  VIII. 

The  information  in  regard  to  the  trains  which  were  observed  during  October, 
1908,  is  shown  by  Table  IX. 

The  comparison  of  the  local  trains  with  the  express  trains  and  also  the  compari- 
son between  the  express  trains  during  January  and  February,  1908,  and  during  October, 
1908,  is  shown  by  Table  X. 

A  study  of  the  figures  in  these  tables  and  of  the  diagrams  showing  the  passenger 
movement  with  each  individual  train  will  show  the  following  conclusions  : 

a — Taking  an  average  of  eight  local  trains,  the  total  number  of  passengers  carried 
on  each  trip  averaged  2.58  times  the  maximum  number  carried  on  the  train  at  any 
one  time  while  with  the  ten  express  trains  first  taken  this  ratio  averaged  but  1.62,  and 
with  the  six  express  trains  in  October,  1908,  this  ratio  averaged  1.64.  These  figures  indi- 
cate that  the  local  trains  are  used  to  much  better  advantage  than  the  express  trains. 

b — The  ratio  of  the  total  number  of  passengers  boarding  the  train  to  the  num- 
ber of  seats  in  the  train  shows  that  these  local  trains  carried  4.36  passengers 
for  every  seat  while  the  express  trains  carried  3.24  and  3.62  passengers  per  seat,  thus 
showing  again  that  the  seating  capacity  of  the  locals  is  used  more  efficiently  than  the 
.•seating  capacity  of  the  express  trains. 


c — The  ratio  of  the  number  of  passengers  in  the  train  at  the  time  of  max- 
imum load  to  the  total  number  of  seats  provided  which  indicates  the  comparative 
crowding  of  the  trains  is  less  with  the  local  trains  (i./O  than  with  the  express  trains 
which  show  averages  of  2.17  passengers  and  2.20  passengers  per  scat  in  the  trains  at 
points  of  heaviest  loading. 

d — The  average  disUmce  traveled  by  passengers  on  local  trains,  taking  the  results 
of  the  eight  local  trains  shown  by  the  table,  was  found  to  be  slightly  more  than 
two  miles  and  the  average  distance  traveled  by  passengers  on  the  ten  express  trains 
studied  was  found  to  be  5.5  miles  and  of  the  later  six  ex])ress  trains  to  l)e  5.75  miles, 
thus  indicating  the  extent  to  wdiich  the  local  trains  get  the  benetit  of  the  short  haul 
passengers  and  also  the  extent  of  the  burden  of  the  long  haul  passengers  upon  the 
express  trains. 

e — The  average  length  of  passenger  haul  on  the  express  trains  is  gradually  increas- 
ing as  the  road  is  added  to  and  as  the  outlying  districts  become  built  up.  The  total  num- 
ber of  passengers  entering  a  train  is  a  measure  of  its  earning  power,  whereas  the  num- 
ber of  car  miles  traveled  by  the  train  is  a  measure  of  the  expense  involved  in  moving 
the  passengers ;  therefore,  if  tlic  number  of  passengers  upon  any  train  is  divided 
by  the  number  of  car  miles  made  by  the  train  in  making  a  trip  in  one  direction, 
the  result  will  be  the  average  number  of  passengers  per  car  mile,  and  the  higher 
this  result,  the  greater  will  be  what  might  be  called  the  earning  power  of  the  train. 
This  ratio  for  the  eight  local  trains  shows  26  passengers  per  car  mile,  whereas 
the  result  from  the  express  trains  shows  12.6  and  11.4  passengers  per  car  mile,  thus 
indicating  that  during  rush  hours  the  locals  have  an  earning  power  equal  to  fully  twice 
that  of  the  express  trains. 

TABLE   VIIT. 


25 


TABLE    IX. 


Recapitulation       of     Traffic       Data 


in 


'ZI.52 
140.40' 


tipresz 

express 


Broddnay 
l.enox  Ave. 


7ooth  firry 
PyckmanSt 


i^CcvrtiaPh 

OyOfmJn  Sf 
Atlantic  flv« 
eiantic  Ave 


fi± 


ocr  zi,  i9oa 

Ocr  21.  I90B 
Oct  19,  I90e 
Oct  19,1903 
Oct  20.'l90a 
Odf.'20J90B 


,3^9 
iB\ZS 

ta'iz 

!'9\09  3 


526S 

5960 


e73W7 

rytaBt 
BT!9qe 
msBo 


TABLE    X. 


Average  of  8  Average  of    lo  Average  of  6 

Local    Trains  Express  Trains  Express  Trains 

Feb.  &  Mar.  Jan.  &  Feb.,              October, 

1908.  1908.                       1908. 


Time  lost   between    96th    St.   and   Brooklyn   Bridge.. 

Ratio  of  the  total  number  of  passengers  boarding 
the  train  to  the  maximum  number  on  the  train 
at  the  time  of  heaviest  load 

Katie  of  the  total  number  of  passengers  boarding 
the  train  to  the  number  of  seats   provided 

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Average   length   of  trip   of   each   passenger,   miles... 

Average  number   of    passengers   per   car 

Average  number  of  passengers  per  car  mile 


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FIGURE  II. 

Broadway  Local. 

Leaving  City  Hall  for  137th  Street  at  5:58  P.   M. 

January    lith,   iqo8. 

Total  number  of  passengers 1213 

Greatest   number   of   passengers  at   any   one  time 521 

Length  of  time  from  Brooklyn  Bridge  to  96tli  Street 35  min.   53  sec. 

Time  lost  between  Brooklyn  Bridge  and  96th  Street 9  min.   53  sec. 

Average  length   of  passenger  travel .2.09  miles 

This  diagram  indicates  characteristics  of  north  bound  local  tr.iins  during  the  evening  rush  hours. 
Standing  passengers  appear  at  Bleecker  Street  and  Astor  Mace,  but  tlie  exodus  of  passengers  at  14th 
Street  empties  the  train  of  tlie  standing  passengers.  The  largest  number  of  passengers  boarded  this 
local  train  at  23rd  Street  and  there  were  standing  passengers  until  the  train  reached  86th  Street. 


27 


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FIGURE  12. 

Broadway  Local. 

Leaving  City  Hall  for  137th  Street  at  5:51  P.  M. 

February   i4th^   1908. 

Total   number   of  passengers .' 130S 

Greatest  number  of  passengers  at  any  one  time '.'.'.'.'.'.'.'.'.        507 

Length   of  time   from   Brooklyn   Bridge  to   96th    Street 39'min!   15  sec. 

lime   lost  between   Brooklyn  Bridge   and  96th   Street 13  min.    15   sec. 

Average   length  of  passenger  travel 1.9  miles 

This  diagram  plotted  from  information  taken  one  month  later  than  the  previous  figure  shows  the 
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gers handled  with   a  relatively  smaller  maximum  load. 


28 


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Jan.iSt.m'66. 


FIGURE  13. 

Broadway   Local. 

Leading  isyth  Street  for  City  Hall  at  8:24  A.  M. 

January  15th,  1908. 

Total    number   of  passengers °5° 

Greatest  number   of  passengers  at  any   one  tinie 323 

J^ength   of  time   from   96th   Street   to    Brooklyn    Bri.lge 28  min.   47  sec. 

Time  lost  between  56th   Street  and  Brooklyn  Bridge 2  min.   47  sec. 

Average   length  of   passenger  travel 'u'^  miles 

This  diagram  indicates  that  the  local  trains,  running  south  during  the  morning  rush  hours  are 
not  loaded  to  as  great  an  extent  as  the  evening  local  trains  running  in  the  opposite  direction.  Stand- 
ing passengers  appeared  upon  this  train  only  between  Grand  Central  and  23rd  Street  stations  and  a 
few  between  J4th  Street  and  Astor  Place. 


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FIGURE   14. 
,  Broadway   Local. 

Leaving    13-th   Street   for   City   Hall  at   8:20    A.    M. 

February    i.\th,    1908. 

Total   number   of  passengers g22 

Greatest  number  of  passengers  at  any  one  time 337 

Length   of  time   from   96th   Street  to   Brooklyn   Bridge 29  min.    1 1    sec. 

Time   lost   between   96th    Street   and    Brooklyn    Bridge 3  min.    11   sec. 

Average  length  of  passenger  travel " i  .  76  miles 

The  data  secured  for  this  train  taken  one  month  later  than  those  for  Figure  13  show  almost  pre- 
cisely the  same  characteristics,  indicating  that  these  south  bound  local  trains  at  this  time  during: 
morning  rush  hours  were  not  over  crowdsd  and  were  being  used  efficiently. 


30 


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FIGURE  IS. 

Broadway  Kingsbridge  Express. 

Leavinz  South  Ferry  for  230111  Street  at  s:.^q  P.  M. 

December  gth.   1907. 

■J  otal    number   of   passengers IJSO 

(jreatest  number  of  passengers  at  any  one  time 922 

Length   of  time  from   Brooklyn   Bridge  to   Q6tli    Street 21   min.   58  sec. 

Time  lost  between  Brooklyn  Bridge  and  96th   Street 5  >"'"•   SS  sec. 

Average  length   of  passenger  travel S-875  miles 

This  diagram  which  was  prepared  before  the  Brooklyn  Extension  was  opened  shows  an  excessive 
number  of  standing  passengers  and  indicates  that  standing  passengers  appear  at  Brooklyn  Bridge  and 
that  large  additions  were  made  to  tlic  standing  load  at  14th  Street  and  Grand  Central  stations,  con- 
gestion being  somewhat  relieved  bv  a  large  number  of  passengers  leaving  the  train  at  96th  Street 
many  of  whom  transferred  to  a  local  or  Dyckman  Street  express,  as  this  train  did  not  stop  at  103rd 
Street,    iioth   Street,   ii6th   Street  or  Manhattan   Street  stations. 


31 


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FIGURE   ]6. 

Broadway  Kingsbridge  Express. 

Leaving  South  Ferry  for  230th  Street  .it  6:06  P.   M. 

January    isth,    1908. 

Total   number   of  passengers 1280 

Greatest  number  of  passengers  at  any  one  time 02^ 

Length  of  time  from  Brooklyn  Bridge  to  96th  Street ..'.'.'.'.".'.'"  '2e,'min    aq  sec" 

lime  lost  between   Brooklyn  Bridge  and  96th   Street q  min    lo  sec' 

Average  length  of  passenger  travel S  .47    miles 

The  information  for  this  diagram  was  obtained  after  the  Brooklyn  extension  had  been  opened 
and  indicates  at  once  the  falling  off  in  the  number  of  passengers  boarding  tiains  at  Brooklvn  Bridge. 
IJiere  was  a  comparatively  larger  number  of  passengers  boardin.fr  tins  train  at  14th  Street  and  leaving 
again   at  96th    btreet  than  was  shown  by  the   previous   diagram,   otherwise   the  characteristics   are  the 


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FIGURE  17. 

Broadway  Kincsbridge  Express. 

Leaving  22olh  Street  for  South  Ferry  at  8:13  A.   M. 

January   16th,    1908. 

Total   number   of   passengers 1683 

Greatest  number  of  passengers  at  any  one   time 1008 

Lengtb   of  time   from   96tli   Street  to   Brooklyn   Bridge 18  min.   40  sec. 

Time  lost  from  96th   Street  to  Brooklyn   Bridge 2   min.   40  sec. 

Average   length   of   passenger   travel 5-48  miles 

This  diagram  shows  the  appearance  of  standing  passengers  at  i68th  Street  and  large  additions 
to  the  load  at  96th  Street  due  largely  to  passengers  who  had  been  collected  by  the  local  trains  making 
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at  any  other  station,  as  shown  also  by  previous  diagrams  indicating  that  with  express  trains  the  peak 
of  the  standing  load  appears  between'  96th  Street  and   14th   Street. 


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FIGURE   i8. 

Broadway  Kingsbridge  Express. 

Leaving  230II1  Street  for  South  Ferry  at  8:21    A.   M. 

February  zgtii,  1908. 

Total   number  of   passengers 11 71 

Greatest  number  of  passengers  at  any  one  time 738 

Length   of  time   from   96th   Street  to   Brooklyn  Bridge 21   min.   23  sec. 

Time  lost  from  96th  Street  to  Brooklyn   Bridge 5   min.   23  sec. 

Average  length  of  passenger  travel 5.8  miles 

This  diagram  shows  the  same  characteristics  as  the  rrevious  Kingsbridge  express  diagrams  in 
that  few  additions  are  made  to  the  load  secured  at  230th  Street  until  the  train  reaches  iSist  Street; 
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J-uIton  Street  although  the  greatest  congestion  always  appears  between  96th   Street  and   14th  Street. 


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FICURE   19. 

Broadway   Express. 

Leuvi)ig   Soulh  Ferry  for  Dyckman  Street  at   5:33  P.   M. 

January    \ith,    1908. 

Total   number   of  passengers 1367 

(jreatest  number  of  passengers   at   any   one   time 846 

Length  of  time   from    Brooklyn    Bridge   to  96th   Strict 18  min.   22  sec. 

Time  lost  between  Brooklyn  Bridge  and  96th  Street 2  min.  22  sec. 

Average  length  of  passenger  travel S"4  miles 

This  diagram  indicates  a  train  that  was  used  very  efficiently;  that  is,  there  was  but  a  short  dis- 
tance of  its  travel  that  all  of  its  seats  were  not  occupied. 

The   Dyckman   Street   Express   diagrams   do   not   sliow;   the   number   of  empty   car   miles    shown   by 
the  Kingsbridge  express  train  diagrams. 


35 


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FIGURE  20. 


Broadway  Dyckman   Express. 

Leaving  South  Ferry  for  Dyckman  Street  at  6:09  P.  M. 

January  i6tli    1908. 

Total  number   of   passengers ' lo^i 

Greatest  number   of  passengers  at  any  one  time '.  .  .'.  .        719 

Length  of  time  from  Brooklyn  Bridge  to  96th  Street 26  min.   40  sec. 

Time  lost  between  Brooklyn   Bridge   and  96th   Street 10  min.   40  sec! 

Average  length   of  passenger  travel 5.2  miles 

On  account  of  the  opening  of  the  Brooklyn  extension,  the  standing  passengers  on  this  train  do 
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the  train  at  96th  Street  left  few  standing  passengers  north  of  that  point.  These  passengers  were  about 
equally  distributed  at  each  of  the  five  stations  between  Manhattan  Street  and   i8ist  Street  inclusive. 


36 


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FIGURE  21. 
Lenox  Avenue  Local. 


■53    P.    -1/. 


Leaving  City  Hall  for  145th  Street  at 

March  2nd,   1908. 

Total   number  of  passengers , 1478 

Greatest  number  of  passencers  at  any  one  time '.        591 

Length   of  time  from   Brooklyn   Bridge  to   96th    Street 37   niin.   57  sec. 

Time  lost   between  Brooklyn   Bridge  and  96th   Street ; "11   min.   "57  sec. 

J\verage  length  of  passenger  travel 2-575  miles 

This  diagram  shows  the  characteristics  of  all  north  bound  local  trains  due  to  the  collection  of 
passengers  at  stations  intermediate  between  the  express  stations  and  the  delivery  of  a  large  number 
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(^%  ""',"ber  of  nassengers  board  the  locals  at  tiiis  point  to  be  delivered  to  various  stations  north 
of  90th  Jitreet.  This  diagram  shows  that  a  large  number  of  passengers  transfer  from  the  Broadway 
express  trains  to  the  Lenox  Avenue  local  trains  at  96th  Street. 


37 


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FIGURE  22. 

Lenox  Avenue  Local. 

Leaving  City  Hall  for  145th  Street  at  5:57  P.  M. 

March  gth,   1908. 

lotal  number  of   passengers , 1401 

<ireatest  number  of  passengers  at  any   one  time 597 

Length  of  time  from  Brooklyn  Bridge  to  g6th   Street 37  min.   43  sec. 

'lime  lost  between  Brooklyn  Bridge  and  96th   Street 11   min.  43  sec. 

Average  length   of  passenger   travel 2.707  miles 

This  diagram  indicates  that  the  Lenox  Avenue  local  trains  are  being  used  very  efficiently;  that  is, 
there  are  but  short  distances  in  which  the  empty  cars  are  run.  This  diagram  indicates  the  compara- 
tive number  of  passengers  who  transfer  at  137th  Street  to  use  the  stub  end  track  into  the  145th 
street  station;  otherwise  its  characteristics  are  the  same  as  the  previous  diagram. 


38 


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Lenox  Avenue  IvOCal. 
Leaving  \/^ith  Street  for  City  Hall  at  7:59  A.  M. 

January    jSth,    1908. 

Total   number  of   passengers 915 

Greatest   number    of  passengers  at   any  one   time •  •  •  •      366 

J-ength   of  time   from   96th    Street  to   Brooklyn   Bridge 29  min.   21   sec. 

Time  lost  between  96th  Street  and  Brooklyn  Bridge 3  >"'"•   21  ^ec. 

Average  length  of  passenger  travel 1-8.38  miles 

This  diagram  when  compared  with  the  one  shown  in  Figure  24  indicates  at  once  that  the  south 
bound  local  trains  are  not  -so  crowded  as  the  north  hound  trains  and  that  there  are  seats  for  all 
until  14th  Street  is  reached  and  then  the  standinc:  load  is  comparatively  small  and  lasts  but  for  one 
or  two  stations.  The  time  schedule  shows  that  th^^se  trains  are  operated  much  nearer  the  schedule 
than   the  north   bound   trains   during  evening  rush    hours. 


39 


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FIGURE  24. 

Lenox  Avenue  Local. 

Leaving  msth  Street  for  City  Hall  at  8:07  A.  M. 

January    iSth,    1908. 

Total   number   of  passengers 9J3 

Greatest  number  of  pasfengers  at  any  one  time 3i9 

Length   of  time  from   96th   Street  to   Brooklyn   Bridge 30  '"l"-   33  sec. 

Time  lost  between   06th   Street   and  Brooklyn   Bridge 4  mm.   33  sec. 

Average  length  of  passenger  travel 1-825  miles 

This  diagram  shows  the  same  characteristics  as  the  prcvi^ius  diagram  indicating  that  the  south 
bound  local  trains  act  as  a  collecting  agency  north  of  Q6th  Street  and  a  distributing  agency  south  of 
96th  Street  and  that  although  a  large  number  of  passengers  are  Iiandled  by  one  s-car  train,  a  con- 
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mulation of  a  standing  load  except  during  .'■hort  intervals. 


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FIGURE  25. 

West  Farms  Express. 

Leaving  Bronx  Park  fcr  Borough  Hall  at  8:06  A.  M. 

February  27th,   1908. 

Total  number  of  passengers 1626 

Greatest  number  of  passengers  at  any  one  time •  •  •        871 

Length  of  time  from  96th  Street  to   I'.rooklyn  llridge 21    min.    15  sec. 

Time   lost  between   96rh   Street  and   Brooklyn  Bridge 5   mi"-    'S  sec. 

Average  length  of  passenger  travel S-575  miles 

This  diagram  was  taken  after  the  Brooklyn  extension  was  opened  to  Borough  Hall  and  indicates 
that  comparatively  few  passengers  ;ire  traveling  to  Brooklyn  during  the  morning  rush  hour  on  that 
date.  The  greatest  number  of  passengers  boardini?  this  trr.in  was  found  to  be  at  Third  Avenue 
where  free  transfers  are  provided  between  the  Elevated  Road  and  the  Subway.  A  large  number  of 
passengers  left  the  train  at  14th  Street.  The  standing  load  lasted  from  Third  Avenue  to  Brooklyn 
iSridge. 


SifzJi-rohiiiiJ 
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Q. 


West  Fai<ms  Express. 

Leaving  Bronx  Park  for  Borough  Hall  at  8:05  -4.  M. 

February  28tli,  1908. 

Total   number   of   passengers 18^8 

Greatest  number  of  passengers  at  any  one  time 1044 

Length  of   time  from  96th   Street  to   Brooklyn   Bridge .-'r   liiin   '31   sec 

Time  lost  between  96th   Street  and    Brooklyn   Bridge .  .      .  \  min     •?!   sec' 

Average  length  of  passenger  travel '. \[\\ 5  72  uiiles 

'■^ii"^i  diagram  has  almost  identical  characteristics  with  the  former  diagram  with  "he  exception 
that  the  load  upon  this  train  is  somewhat  larger.  It  indicates  the  comparative  number  of  empty  cars 
wnicli  are  operated  under  present  arrangements  from  Bronx  Park  to  about  Prospect  Avenue.  It 
indicates  that  :f_8-car  express  trains  could  be  broken  in  two  at  some  point  in  the  vicinity  of  Prospect 
Avenue,   a  considerable  amount  of  the  empty  car  miles  now  operated  could  be  saved 


42 


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FIGURE  27. 

WnsT  Farms  Express. 

Leaving  Borough  Hall  for  Bronx  Park  at  5:36  P.   M. 

February  2yth,   1908. 


Total  number  of  passengers 

Greatest  number  of  passenfjers  at  any  one  time 

J^ength  of  time  from  Brooklyn  Bridge  to  96th  Street 
lime  lost  between  Brooklyn  Bridge  and  96th  Street. 
Average  length  of  passenger  travel 


20  min. 

4  min. 

.  5--4 

This  diagram  indicates  that  comparativclv  few  passengers  travel  from  Brooklvn  to  Man 
during  the  evening  rush  hour  and  that  a  large  portion  of  the  load  of  a  West  Farms  expr 
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passengers  left  the  tram  at  Third  Avenue  to  transfer  to  the  Elevated  as  left  the  train  at  any 
station.  ■' 


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West  Farms  Express. 

Leafing  BoroMgh.  Hall  for  Bronx  Park  at  5:43  P.  M. 

February  2StIi,   1908. 

Total   number   of   pasisengcrs ." 1527 

Greatest  number  of  passengers  at  any  one  time 894 

Length   of  time   from   Brooklyn   Bridge  to    96th   Street 23  minutes 

Time  lost  between   Brooklyn   Bridge  and  96th   street 7  minutes 

Average   length   of  passenger   travel 5.34  miles 

This  diagram  has  the  same  characteristics  as  the  previous  one  although  the  total  load  is  smaller; 
the  number  of  passengers  boarding  the  train  at  14th  Street  is  larger  and  the  number  of  passengers 
leaving  the   train  at  Third  Avenue   is  smaller. 


44 


0 
m 

FIGURE  29. 

West  Farms  Express. 

Leaving  g6th  Street  at  s  •.0.3  P.   M. 

February  27th,   1908. 

Length   of  time  from  96th   Street  to  Brooklyn  Bridge '.....  19  min.   10  sec. 

Time  lost  between  96th  Street  and  Brooklyn  Bridge 3  niin.   10  sec. 

The  information  for  this  diagram  was  secured  in  order  to  sliow  the  characteristics  of  tlie  travel 
to  Brooklyn  during  the  evening  rush  hour,  and  therefore  the  information  was  not  secured  of  the 
passenger  movement  on  and  off  the  train  north  of  96th  Street.  This  diagram  shows  a  large  number 
of  passengers  riding  to  Brooklyn  boarding  the  train  north  of  Brooklyn  Bridge;  that  is,  considerable 
traffic  is  being  accommodated  from  Grand  Central  station  and  14th  Street  directly  through  to 
Brooklyn. 


45 


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FIGURE  30. 
West  Farms  Ex  tress. 

Leaving  iioZ/i  Street  fur  Borough  Hall  at  5:09  P.  M. 
February  28f/i,    1908. 

Length   of  time   from   96th   Street  to   Brooklyn   Brtdije i6  min.    50  sec. 

Time   lost  between  95th   Street  and  Brooklyn   Bridge 50  sec. 

This  diagram  shows  a  larger  number  of  standing  passengers  than  shown  by  the  previous  diagram, 
but  the  exodus  of  passengers  at  Brooklyn  Bridge  reduced  the  number  of  standing  passengers.  This 
train  was  not  uncomfortably  crowded  when  it  passed  through  the  tunnel  to  Brooklyn. 


46 


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West  Farms  Express. 

Leaving  Borough  Hall  at  9:14  A.   M. 

February  27th,   1908. 

Length  of  time   from   lirooklyn   Bridge  to   Q6th    Street 15  min.   13  sec. 

Time  gained  between   Brooklyn  Bridge  and  96th   Street 47  sec. 

Ihis  diagram  was  prepared  to  show  ihe  travel  of  passengers  from  Brooklyn  to  Manhattan  during 
the  morning  rush  hours  and  indicates  that  there  was  a  standing  lead  on  the  Brooklyn  train  only 
from  Borotigh  Hall  to  Bowling  Green.  This  diagram  also  shows  that  a  number  of  passengers  traveled 
from  Borough  Hall  tlirough  to  Grand  Central  station. 


47 


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FIGURE  32. 

West  F.'^rms  Express. 

Leaving  Borough  Hall  at  9:13  A.   M. 

February  sSth,    1908. 

Length   of  time   from   Brooklyn   Bridge  to   96th   Stiect 15  niin.   33   sec. 

Time  gained  between    Brooklyn   Bridge   and  96th    Street 27  sec. 

This  diagram  indicates  the  same  characteristics  as  the  previous  diagram,  showing  that  while  a 
large  number  of  the  Brooklyn  passengers  left  the  train  at  Bowling  Green  station  and  still  a  larger 
number  at  Wall  Street  station,  at  the  same  time  some  of  the  Brooklyn  passengers  were  being  carried 
as  far  north  as  14th  Street  and  Grand  Central  station.  Both  of  the  trains  indicated  by  the  two  last 
diagrams,  being  comparatively  empty,  made  the  run  from  Brooklyn  Bridge  to  96th  Street  in  less  than 
scheduled  time. 


48 


Ocf.B/./903. 


22 


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FIGURE 

Zi- 

Broadway 

KlNGSBRIDGE 

Express. 

Leaving  South  terry  for  242nd  Street  at  5:03  P.  M. 

October  21,   iqo8. 

Total   number   of  passengers 1 6 1 7 

Greatest  number  of  passengers  at  any  one  time loio 

Length   of  time   from   Brooklyn    Bridge  to   96th   Street 18  min.   29  sec. 

Time  lost  by  train  between  Brooklyn  Bridge  and  96th  Street 2   min.   29  sec. 

Average  length   of  passenger  travel 5-95  miles 


49 


FIGURE  34. 
Broadway  Kincsbridge  Expp.kss. 
Leaving  242nd  Street  for  South  Ferry  at  8:27 
October  21,   1908. 


-1  ilf. 


Total   number   of  passengers 

Greatest  number  of  passengers  at  any  one  time! ^°^] 

Length  of  time   from  Brooklyn   Bridge  to   g6th   Street .■.■.'.■ I'g  'min'  '-52  ^ec 

rime  lost  by  tram  between  Brooklyn  Bridge  and  96th   Street 2  m  „    ^2  sec' 

Average  length  of  passenger  travel 6  14  miles 


so 


OcfM/908. 


25. 


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r.ROAnWAY    DyCKMAN     STRF.r/r     KXTRKSP. 

Leaving  Atlantic  Avenue  for  Dyckman  Sircct  at  5:00  P.  M. 
October  19,  igo8. 

Total    number   of  passengers I73S 

Greatest  number  of  passengers  at  any  one  time 947 

Length  of  time  from  Brooklyn    Bridge  to   96th    Street iS  min.    18  sec. 

Time   lost  by   train   between   Brooklyn   Bridge   and   96tli    Street 2  min.   18  sec. 

Average  length  of  passenger  travel 4.88  miles 


51 


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FIGURE  36. 

Broadway  Dyckman   Express. 

Leaving  Dyckman  Street  for  Atlantic  Avenue  at  8:06   A.    M. 

October   19,   193S. 

Total   number   of   passengers i39S 

Gieaiest  number  of  passengers  at  any  one  time 928 

Length   of  time  from   13rooklyn   Bridge   to   96th    Street 18  min.   23  sec. 

Time  lost  by  train  between  Brooklyn  Bridge  and  96tlx   Street 2  min.   23  sec. 

Average  length  of  passenger  travel S--6  miles 


52 


rr 


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Oct20./f08. 

o 


FIGURE  37. 

West  Farms  Express. 

Leaving  Atlantic  Avenue  for  i8o</i  Street  at   7:55  A.   If. 

October  20,   1908. 

Total  number  of  passengers i473 

Greatest  number   of  passengers   at  any   one   time 94' 

J^ength  of  time   from    Brooklyn   Bridge  to  96th    Street 18  min.   52  sec. 

Time  lost  by  train  between  Brooklyn   Bridge   and  96tli   Stni't 2  min.    52  sec. 

Average  length  of  passenger  travel •  • 5-96  miles 


53 


l^?§l?|fc^S?|s 


FIGURE  38. 

West  Farms  Express. 

Leaving  Atlantic  Arcnua  for  iSoth  Street  at  5:05  P.   M. 

October  20,  1908. 

Total   number   of   passengers 1734 

(jreatest  number  of  passengers  at  any  one  time 955 

Length  of  time  from  Brooklyn  Bridge  to  96th   Street 19  min.   9  sec. 

Time  lost  by  train  between  Brooklyn  Bridge  and  96th   Street 3  min.   9  sec. 

Average  length  of  passenger  travel 6.29  miles 


54 


iiJKt-xiri 

OtAwKC  -ArsiON 


*»w-02«wiot« 


PI 


i'lGURE  39. 
Dislribulion  of  Passengers  Tliroiiglwiit  the  'I'rains. 


55 

Distribution  of  Passengers  Throughout  the  Trains. 

It  is  often  said  that  while  the  middle  cars  of  the  train  are  crowded,  there 
is  plenty  of  room  in  the  end  cars.  In  order  to  determine  the  relative  location  of  the 
standing  passengers  in  the  various  cars  of  the  train,  the  diagrams  in  Figure  39  are 
shown. 

These  diagrams  show  the  extent  of  the  location  of  the  standing  load  in  the  cars 
of  four  different  trains,  two  of  which  were  137th  Street  locals,  one  north  and  one 
south  bound,  and  the  other  two  trains  were  Kingsbridge  express  trains,  one  north 
and  one  south  bound. 

A  study  of  these  diagrams  will  indicate  that  there  is  a  much  more  even  distribu- 
tion of  passengers  through  the  express  trains  than  through  the  local  trains,  due,  no 
doubt,  to  the  fact  that  the  passengers  will  take  more  trouble  to  avoid  a  crowded  car 
in  boarding  an  express  train  than  they  will  in  boarding  a  local  train  as  in  the  latter 
case  most  passengers  travel  but  a  short  distance. 

The  diagrams  indicate,  however,  that  considerable  improvement  could  be  made  in 
more  evenly  distributing  the  passengers  throughout  the  length  of  all  of  the  trains. 

Hourly  Variation  in  Traffic. 

From  the  point  of  view  of  the  railroad  operator  the  mosit  interesting  and  at  the 
same  time  the  most  important  variation  of  traffic  volume  is  that  which  occurs  from 
hour  to  hour  throughout  the  day.  Not  only  is  the  range  of  variation  great,  but  its 
maximum  value  results  in  demands  for  transportation  that  greatly  exceed  the  present 
facilities  of  the  system.  Since  these  excessive  demands  occur  at  various  points  of  the 
system  during  certain  hours  of  the  day  a  careful  study  of  these  points  is  a  necessary 
preliminary  to  the  formulation  of  any  comprehensive  plan  for  the  increase  or  regula- 
tion of  traffic  facilities. 

A  large  number  of  studies  of  the  hourly  variation  in  traffic  have  been  made  by  the 
Transportation  Bureau  of  the  Public  Service  Commission  from  time  to  time.  Some 
typical  results  of  the  information  collected  have  been  plotted  in  the  form  of  graphical 
logs  and  shown  in  the  diagrams,  Figs.  40,  41,  42,  43,  44  and  46. 

It  will  be  seen  that  each  curve  shows  the  rate  of  passenger  movement  through  the 
station  during  the  day  and  also  the  number  of  seats  in  the  trains  at  the  same  time, 
indicating  at  once  the  number  of  passengers  who  were  standing  in  the  trains  as  they 
left  that  particular  station. 

A  study  of  these  curves  reveals  the  following  characteristics : 

a  The  peak  load  during  which  standing  passengers  appear  for  any  great  length  of 
time  lasts  for  about  two  hours  in  the  morning  and  again  for  two  hours  in  the  evening. 
This  rush  hour  load  rises  to  a  sharp  peak  for  a  half  hour  during  each  period. 

b  The  seating  capacity  during  these  rush  hour  periods  is  limited  by  the  physical 
limitation  of  the  Subway. 


5'6 

c  The  maximum  number  of  passengers  through  a  station  at  any  one  time  is  equal 
to  about  four  times  the  average  for  the  portion  of  the  day  shown  by  the  curves.  Of 
the  passengers  traveling  in  one  direction  during  the  day,  fully  33%  travel  during  the 
two  hours  of  the  rush  period. 

d  On  account  of  the  necessity  of  returning  the  rush  hour  cars  to  their  storage 
tracks  in  the  morning  and  carrying  them  back  again  only  partly  loaded  at  night,  there 
are  a  good  many  partly  loaded  cars  traveling  in  a  direction  opposite  to  the  flow  of  rush 
hour  traffic. 

e  As  the  Subway  is  now  operated,  there  are  more  than  enough  seats  passed 
through  it  each  day  to  provide  a  seat  for  every  passenger  if  the  passenger  load  and 
the  train  movement  could  coincide,  but  unfortunately  this  condition  cannot  be  approxi- 
mated without  making  radical  changes  in  its  design  and  construction. 

The  train  movement  in  future  Subways,  however,  can  be  made  to  approximately  co- 
incide with  the  passenger  load  by  doubling  the  track  facilities  at  stations,  either  by 
double  decking  or  otherwise,  and  providing  suitable  storage  yards  at  both  ends  of  the 
longer  lines  so  as  to  reduce  to  a  minimum  the  movement  of  empty  cars. 


9      to      II     iZ" 


FIGURE  40. 
Record  of  Traffic  Obsf.rvations. 
South  Bound  Express  Service. 
Grand   Central  Station. 
Tlic  curves  in  Figures  40  and  41  show  the  results  of  actual  counts  made  of  the  number  of  pas- 
sengers and  the  number   of  seats  leaving  Grand  Central   Station  on  the  south  bound   express  tracks 
on  five  days,   distributed  over  more  than  a  year's  time   as  follows:     Aug.   23,    1907;    Nov.    19,    1907; 
Nov.  II,  igoS;  Dec.  9,  1908,  and  Dec.   14,  1908. 

It  will  be  noticed  tliat  during  this  period  the  maximum  morning  peak  load  has  been  growing 
from  20,000  passengers  per  hour  to  28,000  passengers  per  hour,  and  that  the  average  traffic  during 
the  middle  of  the  day  has  increased  in  about  the  same  proportion,  or  from  4,000  to  about  6,000 
passengers   per   hour. 


57 


3S,000 


A.M. 


30,000 


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77m£,  pf  Day 
FIGURE  41. 


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TiMC       Of       O/iY 


FIGURE  42. 

Record  of  Traffic  Observations. 

North  Bound  Express  Service. 

i^th  Street   Station. 

The  curves  shown  in  Figures  42  and  43  indicate  the  situation  on  the  north  bound  express  tracks 

at  14th  Street  station  on  the  same  days  as  shown  by  the  Grand  Central  Station  curves.     These  two 

stations  have  been  selected  as  the  points  showing  the  greatest  crowding. 

The  peak  in  the  evening  is  not  as  high  or  as  sharp  as  that  in  the  morning,  showing  that  the 
passengers  go  home  more  leisurely  than  they  go  to  work  in  the  morning.  The  increase  in  the  num- 
ber of  seats  provided  during  the  middle  of  the  day  is  noticeable  in  the  last  two  curves,  which  also 
show  considerable  improvement  in  the  length  of  time  the  maximum  seating  capacity  is  maintained 
•during  the  evening  rush  hours. 


59 


zaooo 


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30,000 


6,000 


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1 

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FIGURE  43. 


6o 

Increases  in  Capacity  to  be  Expected. 
Tlie  one  great  difficulty  in  the  way  of  supplying  every  passenger  with  a  seat  during 
the  rush  hours  is  due  to  the  physical  limitations  of  the  Subway.  When  I  first  began 
to  study  the  Subway  (October,  1907)  the  maximum  train  hour  capacity  of  the  express 
tracks  was  about  29  trains  of  8  cars  each.  During  the  past  year  this  capacity  has  been 
increased  to  33  trains  of  8  cars  each.  With  the  introduction  of  additional  doors  in 
the  sides  of  the  cars,  with  improvements  which  will  remove  the  cross-over  delays 
at  96th  Street,  by  means  of  a  speed  control  signal  system  or  otherwise,  there  is  every 
reason  to  expect  a  train  capacity  of  40  trains  per  hour.  If  each  of  these  trains  is  com- 
posed of  9  cars,  instead  of  8  cars,  the  possible  car  capacity  of  the  Subway  will  be  still 
further  augmented.  In  other  words,  the  peak  load  capacity  of  the  express  tracks  in 
seats  per  hour  may  be  taken  as  follows : 

T.\ble  XI. 

Seats  per  Hour. 


Increase.  Total. 


Capacity    during   fall    of    1907 12,000 

Improvement    during    year    1907 1,250  13,230 

Improvement  anticipated  due  to  additional  doors  in  sides  of  cars  near  ends..  1,250  14.500 

Improvements   anticipated  by  use  of   a  speed  control  signal   system 650  15,150 

Improvements   anticipated    due   to  changes   at   96th    Street ; 850  16,000 

Additional  capacity  to  be  secured  by  running  9  cars  on  each  express  train,  in- 
stead of  8  cars 2,000  18,000 

While  these  improvements  are  being  made,  it  is  easy  to  be  seen  that  the  maximum 
passenger  load  which  last  year  averaged  about  22,000  passengers  per  hour,  will  probably 
increase  to  36,000  passengers  per  hour.  The  result  will  be  that  the  relative  crowding 
during  the  rush  hour  period  will  not  be  decreased  until  other  Subways  are  built. 

These  future  Subways  should  be  designed  with  reservoir  stations  on  the  express 
tracks,  as  pointed  out  in  the  report  on  "Capacity,"  and  with  this  arrangement  of  tracks 
may  be  expected  to  have  a  maximum  seat  capacity  of  30,000  seats  per  hour,  which 
will  be  a  great  improvement  over  the  possible  seat  capacity  of  the  present  Subway. 

Proposed  System  for  Regulation  of  Subway  Traffic. 

The  present  Subway  is  now  completed  as  far  as  officially  planned,  and  has  been 
running  a  sufficient  length  of  time  to  establish  precedents  for  future  regulation  and 
operation. 

The  number  of  passengers  carried  during  any  given  period  divided  by  the  number 
of  car  miles  run  during  that  same  period  gives  a  ratio  which  can  be  taken  as  a  compar- 
ative measure  of  the  quality  of  service  rendered.  This  ratio  can  not  be  used  accurately 
in  comparing  different  roads  or  systems  of  transportation,  but  upon  any  one  system 
with  a  given  and  fixed  set  of  conditions  it  should  indicate  very  closely  the  comparative 
seating  capacity  per  passenger  furnished  from  day  to  day,  or  from  month  to  month. 


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I'lGURE  44. 
Showinz  Ratio  of  Number  of  Passengets  to  Number  of  Car  Miles. 


62 

This  ratio  of  the  number  of  passengers  to  the  number  of  car  miles  has  been 
determined  for  each  month's  operation  of  the  present  Subway  during  the  years  1907 
and  1908,  and  the  results  are  shown  graphically  by  Figure  44.  It  will  be  noted  that 
compared  with  the  ticket  sales,  relatively  more  cars  are  operated  in  the  summer 
season  than  at  any  other  time  of  the  year,  and  that  during  the  latter  part  of  this  year 
this  ratio  ran  up  higher  than  it  has  ever  been  before. 

It  would  appear  from  this  curve  that,  if  the  service  in  the  Subway  is  to  be 
regulated  so  as  to  provide  for  the  constantly  increasing  traffic  and  not  be  zvorse 
in  the  future  than  it  has  been  in  the  past,  an  effort  should  be  made  to  anticipate  the 
requirements  of  the  service,  and  provide  a  schedule  calling  for  sufficient  car  miles,  so 
that  the  ratio  between  passengers  and  car  miles  will  never  exceed  5.  Judging  from  the 
curve  showing  past  results,  this  ratio  can  be  bettered  during  the  summer  months. 
From  a  study  of  the  record  of  the  past  year,  it  would  appear  to  be  fair  to  the  Subway 
Company  to  require  a  ratio  of  5  during  the  months  of  October  to  April  inclusive, 
4.5  for  May,  4.  for  June,  July  and  August,  and  4.5  for  September. 

After  determining  the  number  of  car  miles  that  should  be  furnished  to  take  care 
of  any  anticipated  passenger  traffic,  the  next  problem  is  to  so  arrange  a  schedule  that 
will  move  as  many  as  possible  of  these  car  miles  in  the  direction  and  at  the  time  of 
passenger  movement.  In  the  present  Subway  two  vacant  seats  mean  a  standing 
passenger  at  some  other  part  of  the  route,  or  at  some  other  time  of  the  day.  Every 
efifort,  therefore,  should  be  made  to  cut  down  the  number  of  empty  seats,  and  to  move 
the  seats  when  and  where  they  are  needed.  It  costs  -nearly  as  much  to  move  an  empty 
car  as  it  does  a  car  comfortably  filled  with  seated  passengers,  and  as  only  a  certain 
number  of  car  miles  can  be  run  with  a  given  income  the  importance  of  cutting  out  the 
empty  cars  during  non-rush  hours  and  also  at  the  ends  of  the  road  becomes  apparent. 
With  the  present  Subway  little  is  to  be  expected  of  the  possibility  of  storing  cars  so 
as  to  avoid  empty  car  miles  in  the  direction  opposite  to  the  peak  load  travel,  but 
considerable  economy  is  to  be  expected  eventually  from  the  adoption  of  an  automatic 
coupler  which  will  allow  the  breaking  up  and  assembling  of  trains  at  some  inter- 
mediate point  instead  of  running  full  length  trains  to  the  extreme  ends  of  each,  division 
as  is  done  at  present. 

Without  any  of  these  refinements,  however,  there  still  remains  considerable  room 
for  improvement  in  the  arrangement  of  the  Subway  schedules,  as  the  last  curves  of 
the  traffic  observations  indicate  that  there  are  useless  car  miles  being  operated,  many 
of  which  might  be  eliminated  and  on  the  other  hand  there  are  standing  passengers 
when  more  cars  should  be  provided. 


63 


TsMCcrOv 

FIGURE    45. 

Diagram   Showing  Schedule  Number  of  Seats  Compared  to  Number  of  Passengers  Carried. 

Southbound  Express   Traffic,   Grand  Central  Station,   December,    1908. 

This   diagram    indicates   that    more    cars   can   and   should   be    operated   in  the    southbound   express 

service   during   the   morning  rush   hours — that  is,   that  the   maximum  schedule   now   in  force   from   7 

a.  m.  until   S.30  a.   n;.  £,t  Grand  Central   Station   should  be  continued  until    10   a.   m. 


64 


Z      J     4 
TmtorDfr 

FIGURE    46. 

Diagram:  Showing  Schedule  Number  of  Seats  Compared  to  Number  of  Passengers  Carried. 

Northbound  Express  TraKc,   14th  Street  Station,  December,   1908. 

This  diagram  indicates  that  more  cars  can  and  should  be  operated  in  the  northbound  express 
eervice  during  the  evening  rush  hours-;;-that  is,  that  the  maximum  schedule  now  in  force  from  5.23 
p.  m.  to  6.33  p.  m.  at  14th  Street  Station  should  be  maintained  from  4.45  p.  m.  to  6.45  p.  m. 


65 

Study  of  the  Transfer  System. 

In  order  to  determine  the  characteristics  of  the  transfer  system  prevailing  be- 
tween the  local  and  the  express  tracks  in  the  Subway,  a  careful  record  of  passenger 
movement  upon  the  station  platforms  and  into  and  out  of  the  trains  was  made  during 
the  evening  rush  hours  at  the  five  express  transfer  stations.  The  results  of  this  canvass 
ai^e  shown  in  Table  XII  and  the  figures  have  also  been  plotted  graphically  and  are 
shown  in  Plate  III. 

These  diagrams  indicate  the  number  of  passengers  traveling  for  one  hour  during 
the  evening  rush  period  on  both  the  local  and  the  express  north  bound  trains  from 
Brooklyn  Bridge  to  96th  Street.  At  each  station  a  careful  count  was  made  for 
one  hour  showing  the  number  of  passengers  entering  both  classes  of  trains  from  the 
street,  the  number  leaving  both  trains  to  reach  the  street  as  well  as  the  number  trans- 
ferring from  the  locals  to  the  express  trains  and  vice  versa. 

The  diagrams  therefore  indicate  the  total  number  of  passengers  using  each  class 
of  train  during  the  hour;  where  these  passengers  came  from  and  where  they  went  to, 
and  the  number  of  passengers  who  were  standing,  as  compared  with  those  who  were 
seated  while  in  the  trains. 

A  studjf  of  these  figures  shows  the  following  conclusions,  it  being  understood  that 
all  of  the  facts  relate  to  the  north  bound  trains  during  the  evening  rush  hours. 

a — The  express  trains  carry  their  maximum  loads  as  they  leave  Grand  Central 
station  and  the  local  trains  are  most  heavily  loaded  as  they  enter  Grand  Central 
station. 

b — More  passengers  leave  both  classes  of  trains  to  reach  the  street  at  the  Grand 
Central  station  than  leave  the  trains  at  any  other  express  station.  Nearly  twice  as 
many  passengers  leave  the  express  trains  and  go  directly  to  the  street  at  this  station  as 
leave  the  local  trains  at  this  station  for  the  street. 

c — Four  times  as  many  passengers  take  the  express  trains  at  the  express  stations 
from  the  street  as  take  the  local  trains  from  the  street;  that  is,  of  the  number  of 
passengers  entering  the  five  transfer  stations  from  the  street  20%  do  so  to  take  a  local 
train.  The  express  trains  secure  a  large  increase  in  load  at  Brooklyn  Bridge  and  at 
14th  Street. 

d — Of  the  passeogers  on  the  express  trains  an  average  of  326  on  each  train 
transfer  to  other  trains.  About  40%  of  this  transferring  now  takes  place  at  96th 
Street  and  about  25%  at  Grand  Central  Station. 

e — Of  the  passengers  on  the  local  trains  an  average  of  474  transfer  from  each 
train  to  an  express  train  and  of  this  movement  about  40%  takes  place  at  14th  Street 
and  about  30%  at  Grand  Central  station. 

f — Relatively  the  total  transferring  between  both  classes  of  service  is  done  as  fol- 
lows:  At  Brooklyn  Bridge  3%;  at  14th  Street  32%;  at  Grand  Central  station  28%;  at 
72nd  Street  13% ;  and  at  96th  Street  24%. 


66 

g — The  average  number  of  passengers  entering  the  doors  of  the  express  trains 
is  1300  per  train,  of  which  an  average  of  326  or  25%  transfer  to  the  local  service — that 
is,  the  local  distributing  service  is  used  by  25%  of  the  patrons  of  the  express  service. 

h — The  average  number  of  passengers  entering  the  doors  of  the  local  trains  is 
1400  per  train,  of  which  an  average  of  474  or  34%  transfer  to  the  express  service — i.  e. 
the  express  trains  are  the  destination  of  34%  of  the  local  train  patrons. 

i — Of  1400  passengers,  therefore,  using  a  local  train,  326  have  come  from  ex- 
press trains  and  474  are  on  their  way  to  express  trains  leaving  600  passengers  or  43% 
of  the  total  number  using  the  local  trains  who  are  strictly  local  passengers  riding  from 
•one  local  station  to  another. 

j — -The  express  stations  contribute  an  average  of  114  new  passengers  and  the  ex- 
press trains  transfer  an  average  of  326  passengers  making  a  total  of  440  passengers  to 
each  local  train  to  offset  the  474  passengers  which  the  locals  furnish  to  the  express 
service. 

k — Of  the  1400  passengers  who  patronize  a  local  train  there  are  474  who  transfer 

to  the  express  trains.    The  income  from  this  local  trip  may  therefore  be  taken  at 

(1400  —  474)  X   5c.,  or  $46.30,  and  as  this  train  is  composed  of  5  cars  and  has  traveled 

an  average  of  9  miles  in  one  direction  the  income  per  car  mile  for  this  part  of  the 

$46.30 

trip  is  equal  to  • — ■ •  or  $1.03  per  car  mile  for  rush  hour  service. 

5x9 

1 — In  a  similar  way  the  income  from  an  express  train  carrying  1300  passengers 
may  be  found  by  deducting  the  326  passengers  who  transfer  to  the  local  trains,  mak- 
ing the  income  for  one  express  train  north  bound  trip  (1300  —  326)  x  Sc  or  $48.70. 
This  express  train  however  consists  of  8  cars  and  travels  an  average  of  15.38  miles 

48.70 

in  one  direction,  thus  reducing  the  income  per  car  mile  to  or  39  cents. 

8  x  15.38 

m — This  result  confirms  the  conclusions  that  the  earning  efficiency  of  the  local 
service  is  more  than  twice  that  of  the  express  service.  The  advantage  which  the 
local  trains  possess  over  the  express  trains  is  that  they  serve  the  short  haul  pas- 
senger in  a  short  run  train  of  comparatively  few  cars  while  the  express  trains  carry 
long  haul  passengers  who  pay  the  same  5c.  fare  in  long  trains,  running  long  distances. 

n — Even  crediting  the  local  train  with  an  average  of  600  strictly  local  passengers 
only,  the  resulting  $30.00  income  divided  by  the  fewer  number  of  car  miles  required 
to  maintain  a  local  train  in  service  will  make  a  showing  of  earnings  per  car  mile, 
equal  to  that  of  the  express  train  earnings  figured  without  any  deduction  for  transfer 
passengers.  That  is,  the  local  service  is  capable  of  not  only  maintaining  itself,  but  it 
can  also  earn  enough  more  to  maintain  the  burden  of  the  entire  collecting  and  dis- 
tributing system  of  which  it  is  a  part  and  assist  in  compensating  for  the  loss  due  to 
long  haul  business  carried  by  the  express  trains. 


6^ 

Short  Haul  Passengers  in  Short  Kaul  Cars. 

It  is  comparatively  easy  to  draw  the  conclusion  that  "all  the  money  is  made  from 
the  short  haul  passengers."  This  popular  conception  is  undoubtedly  true  but  it  has 
been  necessary  to  collect  considerable  data  to  determine  just  how  much  of  a  burden 
the  long  haul  passengers  are  upon  the  system  as  a  whole. 

The  Subway  system  has  now  been  in  operation  long  enough  to  demonstrate  that,  in 
order  to  make  this  method  of  transportation  self-sustaining  upon  the  present  flat 
fare  basis,  the  income  should  average  at  least  one  cent  per  passenger  mile.  In  other 
words,  zvith  a  tmiform  fare  of  5  cents  the  average  length  of  ride  should  not  exceed 
5  miles. 

The  analysis  resulting  from  the  study  of  the  passenger  movement  on  individual 
trains  proves  that  the  average  length  of  travel  on  the  express  trains  is  now  S^  miles 
or  slightly  above  the  critical  average  whereas  the  average  length  of  ride  on  the  local 
trains  is  but  two  miles.  It  is  apparent  that  as  the  Subway  is  extended  and  the  out-lying 
districts  become  more  thickly  populated  that  the  average  length  of  the  long  haul  rides 
will  become  greater,  and  that  unless  the  fare  for  these  longer  rides  is  increased,  it 
will  be  necessary  to  cultivate  the  short  haul  business  and  increase  the  profit  from  that 
source  if  the  present  S-cent  flat  fare  is  to  be  retained. 

The  extension  of  the  present  Subway  to  Brooklyn  was  a  move  in  this  direction  as 
the  total  business  was  increased  about  io%  and  the  average  haul  of  the  Brooklyn  pas- 
sengers will  be  about  four  miles,  thus  tending  to  reduce  the  average  haul.  The  benefits 
to  be  derived  from  the  Brooklyn  business  however  are  somewhat  offset  by  the  fixed 
charges  on  the  first  cost  of  the  extension  consisting  of  two  tubes  under  the  East 
River,  each  nearly  7,000  feet  long,  and  about  a  mile  of  expensive  four  to  six  track 
subway  construction  in  Brooklyn.  Moreover,  many  passengers  who  formerly  patron- 
ized the  Subway  from  the  Brooklyn  Bridge  station  now  ride  to  and  from  Brooklyn 
through  the  tunnels  under  the  river  and  thus  many  former  short  haul  passengers  were 
changed,  at  the  time  the  Brooklyn  extension  was  opened,  to  long  haul  passengers,  and 
in  these  particular  cases  the  expense  of  handling  the  passengers  was  increased  while 
nothing  was  added  to  the  income.  The  trains  which  serve  the  Brooklyn  passengers  are 
used  again  on  each  trip  for  the  Manhattan  and  the  Bronx  passengers  so  that  the  earn- 
ing power  of  those  express  trains  which  now  run  to  Brooklyn  has  been  increased  and 
the  average  income  per  car  mile  should  show  some  improvement  on  account  of  this 
Brooklyn  extension.  As  the  Brooklyn  line  however  is  extended  the  average  length  of 
haul  will  be  increased  and  a  point  will  eventually  be  reached  where  the  business  of  this 
section  will  not  tend  to  decrease  the  average  length  of  haul. 

The  problem  of  the  future,  therefore,  if  the  fixed  fare  of  5  cents  is  retained,  will 
be  to  find  a  way  to  handle  short  haul  passengers  in  short  haul  cars  and  to  make  enough 
profit  on  this  short  haul  business  to  be  able  to  sustain  the  loss  due  to  the  long  haul 
burden.  In  other  words,  the  fact  that  the  local  trains  in  the  present  Subway  are  proven 
by  careful  analysis  to  have  twice  the  earning  power  of  the  express  trains,  points  out 


68 

the  solution  of  the  problem  of  eventually  developing  a  comprehensive  Subway  system 
for  Greater  New  York.  The  development  of  the  short  haul  business  must  be  en- 
couraged by  furnishing  a  convenient,  rapid,  safe  and  comfortable  service  of  ample 
capacity.  It  is  not  improbable  that  a  commercial  demonstration  of  the  moving  plat- 
form may  prove  that  the  short  haul  passengers  can  be  transported  at  a  lower  cost  by 
means  of  a  moving  platform  than  by  the  present  local  train  method.  Irrespective  of 
whether  the  short  haul  business  is  handled  by  means  of  moving  platforms  or  by  cars — 
the  profit  made  from  the  short  haul  rides  should  be  so  used  as  to  offset  the  losses  due 
to  the  long  haul. 

The  building  of  Subways  should  start  at  the  centre  of  the  city  and  work  out 
rather  than  start  from  the  out-lying  districts  and  work  in.  Any  plan  for  future 
Subways  which  fails  to  make  ample  provision  for  the  down-town  local  business,  in  a 
degree  greater  than  is  done  with  the  present  Subway,  will  suffer  from  a  fundamental 
defect  which  will  not  only  cripple  its  usefulness  from  the  start  but  this  defect  will 
become  more  apparent  as  the  out-lying  districts  develop  and  as  the  average-  length  of 
the  long  haul  becomes  greater. 

C0^XLUSI0NS. 

Briefly,  the  conclusions  that  may  be  drawn  from  this  report  are  as  follows : 

1.  The  capacity  of  the  express  tracks  of  the  present  Subway  can  be  increased 
(from  12,500  seats  per  hour)  to  18,000  seats  per  hour,  and  as  the  peak  load  is  now 
over  28,000  passengers  per  hour,  and  increasing  rapidly,  every  effort  should  be  made  to 
augment  the  maximum  carrying  capacity.  Additional  doors  should  be  put  in  the  sides 
of  the  cars,  and  the  speed  control  signal  system  which  has  now  been  developed  should 
be  installed  at  all  express  stations.  These  improvements  should  be  followed  by  the 
addition  of  one  extra  car  on  each  express  train,  and  the  use  of  an  automatic  coupler 
should  receive  early  consideration.  The  installation  of  a  shuttle  train  service  at 
Bowling  Green  station,  in  order  to  increase  the  capacity  of  the  Brooklyn  tubes,  should 
be  pushed,  and  eventually  the  cross-overs  should  be  eliminated  at  96th  Street. 

2.  The  equitable  way  to  control  the  number  of  cars  which  should  be  furnished 
to  provide  for  the  constantly  increasing  Subway  trafific  is  to  determine  upon  a  constant 
by  which  the  number  of  passengers  to  be  expected  can  be  divided.  The  result  will  be 
the  number  of  car  miles  which  the  schedule  should  provide.  Judging  from  past 
records,  this  constant  during  the  winter  months  may  be  taken  as  5. 

3.  A  more  thorough  study  should  be  made  to  determine  where  useless  car  miles 
can  be  eliminated  from  the  present  schedule,  and  where  an  equal  number  of  car  miles 
can  be  introduced  in  such  a  way  as  to  reduce  the  standing  load  to  a  minimum. 

4.  A  study  of  the  transfer  system  indicates  that  the  local  tracks  have  a  greater 
earning  power  than  the  express  tracks.  If  a  uniform  fare  of  5  cents  is  to  be  main- 
tained with  the  present  and  future  Subways,  progress  must  be  made  along  the  lines 
of  cultivating  and  effectively  serving  the  short  haul  business  by  providing  a  compre- 


69 

hensive  system  of  local  short  haul  trains.  In  this  connection  the  merits  of  the  moving 
platform  system  of  transportation  should  be  thoroughly  investigated. 

5.  The  measure  of  the  ultimate  usefulness  of  any  Subway  is  its  peak  or  overload 
capacity.  If  the  present  Subway  could  handle  60  trains  an  hour  on  each  express  track, 
its  usefulness  would  be  materially  increased  over  its  present  service  of  30  trains,  and 
beyond  its  ultimate  capacity  of  40  trains  per  hour.  Future  Subways  should  be  planned 
to  get  the  full  advantage  of  the  investment  in  the  main  line  tracks,  by  running  60 
trains  an  hour  during  the  morning  and  evening  rush  periods. 

Note — Since  this  report  was  written,  the  special  speed  control  system  recommended 
in  my  report  upon  "The  Signal  System  of  the  Subway"  has  been  apparently  success- 
fully developed  by  the  Subway  Company,  and  is  nearly  ready  for  installation  on  the 
express  tracks  at  each  express  station.  Under  these  circumstances  I  believe  it  will 
be  wise  to  hold  the  improvements  at  96th  Street  until  the  full  effect  of  the  speed 
control  signal  system  improvement  can  be  tested,  as  the  latest  reports  on  this  device 
indicate  that  it  will  add  considerably  more  to  the  carrying  capacity  of  the  Subway  than 
at  first  thought  possible.  It  may  be  found  that  the  expenditure  of  $1,000,000  which  the 
removal  of  the  96th  Street  cross-overs  eventually  would  cost  will  not  be  necessary  at 
present. 


i^oiaaiMMoo  3oivR3a  ou 

JfART!SI/fAflTa»qAf? 


'  1^  »iji  I 


'iiiiiiii|    [|iii||iipfj;TinniTi — 7inmnniilfnnniifinmnnJ|nnrii — ^ 


nnniinnnnnnjlnnni K-innnrnnnifinnnr-ir  i^rS^-.'  t  ,^n'ft-.'''''ii     1  '" 

''S'i-^^S^  ^  . H^-lf--Z"i<i *__  .  J  =^^^^^^S 


aecTi.oA-'V"^  - 


fefe^H^ 


PUBLIC  SERVICE  COMMISSION 
FOR  THE  FIRST  DISTRICT 
MAP  AND  PROFILE 
OF  RAPID  TRANSIT  RAILROAD 


DATE  JAN.  21.  1808 


CO/fTLAA//^T 


Plate    II. 
To    accompany    report    upon 
The  Traffic  of  The   Subway 

by 

Bion  J.  Arnold. 
December,  1908. 


lilAi 


_|fv 


CO/fTLAA/£>T 


I     I    ^ 


or — 4- ■»««»= — 


Plate    II. 

To    accompany    report    upon 

The  Traffic  of  The   Subway 

by 

Bion  J.  Arnold. 

December,  1908. 


Location  and  Length  of  Tracks, 

Interborough  Subway, 

New  York  City. 


Plate    II. 

To   accompany    report    upon 

The  Traffic  of  The  Subway 

by 

Bion  J.  Arnold. 

December,  1908. 


7Mij»4  "S'i*ViT^  »;*»■« 


TRArnc  Chart ■ 

-Subway  Express  Station 5- 


TABLE  Xn. 
Record  of  Passenger  Traffic,  from  5:30  to  6:30  p.  m. 
Northbound  from  Brooklyn  Bridge  to  96th  Street. 


Brooklyn  Bridge    10,380  16,024 

14th    Street    i5t490  zi.S?! 

Grand   Central    24,100  23.358 

72nd     Street 26,062  zs.S-sS 

96th  Street    25.790  23.677 

Totals 

Average  passengers  per  train — 

(Total    -    30) 


To  Trains 
from  Street. 

Kxpic 

sto  L 

6.231 

435 

4.604 

1.802 

>,3S8 

2.351 

23S 

l,22g 

581 

3.166 

13.012 

9.783 

Local  to  Express,     fro 


This  diagram  shows  a  typical  distribution  of  cars  and  of  passengers  for  one 
hour  during  the  ev&ning  rush  at  the  northbound  express  stations.  A  separate 
diagram  is  shown  for  each  of  the  five  express  or  transfer  stations.  Each  dia- 
gram shows  for  one  hour  (a)  the  number  of  seats  on  both  the  express  and  the 
local  service;  (b)  the  number  of  passengers  both  entering  and  leaving  the  sta- 
tion on  each  class  of  trains;  (c)  the  number  of  passengers  entering  and  leaving 
the  station  from  and  to  the  street;  and  (d)  the  number  of  passengers  trans- 
ferring from  local  to  express  trains,  and  vice  versa.  The  exact  figures  are  shown 
by  the  table. 


Plate  III. 

To    Accompany    Report    Upon 

The  Traffic  Of  The  Subway 

by 

Bion  J.  Arnold. 

December,  1908. 


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